Engine

Abstract: A plurality of cylinders (16) are defined in a single cylinder block (13), and a single cylinder head (14) common to the cylinders (16) is mounted on the cylinder block (13). Exhaust passages (32) are provided in the cylinder head (14) at a location corresponding to an inner side and central portion of a V-shape formed by the cylinders (16), the exhaust passages (32) communicating with the cylinders (16), respectively. Intake passages (19) are provided in the cylinder head (14) at a location corresponding to opposite outside positions of the V-shape, the intake passages (19) communicating with the cylinders (16), respectively. The intake passages (19) open into a side of the cylinder head (14) on opposite sides of the V-shape, and fuel injection nozzles (26) provided in the intake passages (19), respectively. The exhaust passage (32) extend parallel to a crankshaft (7) within the cylinder head (14) and open into the corresponding side of the cylinder head (14). A water jacket (74) is defined around the exhaust passages (32) to surround the exhaust passages (32).

Description: BACKGROUND OF THE INVENTION Field of the Invention The present invention relates to an engine of relatively small size for use, for example, as an engine for an outboard engine structure. The present invention further relates to an outboard engine structure having a small engine. Description of the Prior Art An outboard engine is disclosed, for example, in Japanese Patent Application Laid-open No. 267561/87. This engine includes a crankshaft disposed vertically, and two banks of cylinders disposed in an opposed V-shaped configuration. Each of the banks includes a cylinder block having three horizontal cylinders disposed in line along an axis of a crankshaft, and a cylinder head secured to an end face of the cylinder block in an axial direction of the cylinders. Intake ports are locate on the inner sides of the V-shaped banks. Intake pipes connected to the intake ports extend in a direction away from the crankshaft at least partially along a center line of the angle of the V formed between the banks. A multi-barrel, single-chamber carburetor is provided for every pair of opposed cylinders. Exhaust ports are located on the outer sides of the banks. Exhaust passages connected to the exhaust ports, extend toward the crankshaft at least partially along the axes of the cylinders, and then extend to meet together in a single exhaust pipe. In such a prior art engine, an intake system including the intake pipes and carburetors, is disposed on the inner side of the V-shaped banks. Therefore, it is difficult to reduce the angle formed between the banks arranged in the V-shape for decreasing the width of the engine, to thereby reduce the size of the engine. Further, to reduce the angle of the V between the banks, the carburetor would have to protrude away from the crankshaft. This results in the problem that the length of the engine is increased, and the center of gravity of the engine itself is correspondingly displaced in a direction away from a crank chamber, which is not preferred depending upon conditions. There is another conventionally known multi-cylinder engine intake device. In such a device, the same number of intake pipes as that of cylinders extend from a surge tank having a predetermined capacity, and the cylinders are connected to intake ports. A fuel injection device is disposed in each of the intake ports or in each of the intake pipes in the vicinity of the intake port, and a throttle valve is mounted on the surge tank for controlling the amount of air drawn into the tank. Such an intake device is disclosed, for example, in Japanese Patent Application Laid-open No. 60024/93. This intake device is applied to an in-line 4-cylinder engine for an outboard engine structure, and includes a surge tank disposed on one of the sides of the engine body at a location close to a crankcase. Four intake pipes (the same number as that of cylinders) extend from the surge tank and are connected to intake ports in a cylinder head, respectively. The upper three of the four intake pipes extend upwardly from the side of the surge tank and are then curved downwardly at their intermediate portions. The remaining lowermost intake pipe extends straight laterally and downwardly from a bottom of the surge tank. All of the intake pipes are disposed to extend along the side of the engine body. In such an engine, all the intake pipes extend from the single surge tank, and the total amount of air drawn must be provided by the single surge tank. Hence, the capacity of the surge tank is necessarily increased. As a result, if the capacity of the single surge tank is increased, it is difficult to accommodate the surge tank in an engine compartment in a compact manner. Therefore, there is almost no space for disposition of auxiliaries around the engine, resulting in a decreased degree of freedom for selection of positions for the disposition of the auxiliaries. EP-A-0 654 590 represents prior art according to Article 54(3) EPC. SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to reduce the angle formed by the V-shaped banks in an engine to thereby provide a reduction in size of the engine and at the same time to improve the intake system including the surge tank to provide a reduction in size of the engine, and further to improve an engine lubrication system including an oil pump to provide a reduction in size of the engine or outboard engine structure. To achieve the above object, according to the present invention, there is provided an engine structure, having the features of claim 1. The above and other objects, features and advantages of the invention will become apparent from the following description of the preferred embodiment taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a side view of the entire engine to which the present invention is applied. Fig. 2 is a right side view of the engine. Fig. 3 is a left side view of the engine. Fig. 4 is a cross-sectional view of the engine. Fig. 5 is an end view of a cylinder block taken on the side of a cylinder head. Fig. 6 is an end view of the cylinder head taken on the side of a cylinder head cover. Fig. 7 is a vertical sectional view of the engine taken in various sections including an axis of a crankshaft. Fig. 8 is an enlarged view of a portion shown in Fig. 7. Fig. 9 is a bottom view of essential portions of the cylinder block and a crankcase taken along a line 9-9 in Fig. 7. DESCRIPTION OF THE PREFERRED EMBODIMENT The present invention will now be described by way of an engine for an outboard engine structure as a preferred embodiment with reference to the accompanying drawings. Fig. 1 is a side view of the entire outboard engine structure 2 including an engine 1 according to the present invention. The outboard engine structure 2 is mounted at the stern or rear board 4 of a boat or ship with a mounting fixture 3. A motor case 5 has a lower portion submerged in water. The engine 1 is mounted in an upper portion of the motor case 5 and covered at its upper portion by an engine cover 6. The engine 1 will be described in detail hereinafter. A crankshaft 7 of the engine is oriented vertically, and a drive shaft 8 is connected to the crankshaft 7 and extends downwardly within the motor case 5. The drive shaft 8 is connected at its lower end to a propeller shaft 10 through a clutch and gear device 9 for moving the boat forward and backward. A propeller 11 is rotataby driven by engine power transmitted through the crankshaft 7, the driving shaft 8, the clutch and gear device 9 and the propeller shaft 10. The terms "left" and "right" mean left and right when the outboard engine structure mounted at the stern 3 of the boat or ship as shown in Fig. 1, is viewed forwardly from rear (rightwardly from left in Fig. 1.) As shown in Figs. 2 to 4, the body of the engine 1 comprises a crankcase 12, a cylinder block 13, a cylinder head 14 and a cylinder head cover 15. The cylinder block 13 is integrally provided with a skirt 13a which forms a portion of the crankcase 12, as shown in Fig. 4. Two sets of left and right cylinders 16a, 16b, 16c and 16d oriented horizontally are in a V-shaped configuration or arrangement in the cylinder block 13. Pistons 17 in the cylinders are connected to the single vertically oriented crankshaft 7 through connecting rods 18. Thus, the engine 1 is a V-type vertical engine. Fig. 5 is an end view of the cylinder block 13 taken on the side of the cylinder head 14. As can be seen from Fig. 5, the two sets of left and right cylinders 16a to 16d are four cylinders: a set of cylinders 16a and 16b arranged vertically on a left side, and another set of cylinders 16c and 16d arranged vertically on a right side. The cylinders are arranged in a zigzag manner with the left cylinders 16a and 16b being at a higher level than the right cylinders 16c and 16d. Such arrangement of the cylinders reduces the lateral width of the cylinder block 13 to thereby reduce the size of the engine 1. Intake passages 19 are provided in the cylinder head 14 in correspondence to the cylinders 16a to 16d. In Fig. 4, one of the intake passage 19 is shown for the cylinder 16a. The intake passages 19 lead to the corresponding cylinders 16a to 16d through intake valves 20 and open at the other end at a side of the cylinder head 14. Intake pipes 21a, 21b, 21c and 21d are connected to the openings of the intake passages 19, respectively, and extend forwardly along the side of the cylinder block 13. The intake pipes 21c and 21d shown in Fig. 2 are intake pipes corresponding to the cylinders 16c and 16d shown in Fig. 5, while the intake pipes 21a and 21b shown in Fig. 3 are intake pipes corresponding to the cylinders 16a and 16b shown in Fig. 5. Surge tanks 22L and 22R are provided on the lateral opposite side areas of a front portion of the cylinder block 13. The intake pipes 21a and 21b are in communication with the surge tank 22L, while the intake pipes 21c and 21d are in communication with the surge tank 22R. A throttle body 23 having a throttle valve therein, is disposed on a front, central portion of the crankcase 12 and is in communication with the surge tanks 22L and 22R through an air passage 24 which diverges laterally from the throttle body 23. Air is introduced from above through an air introducing pipe 25 into the throttle body 23, adjusted in flow rate within the throttle body 23, then distributed to the left and right surge tanks 22L and 22R and supplied as combustion air through the intake pipes 21a to 21d into the corresponding cylinders 16a to 16d. Fuel is injected from a fuel injection nozzle 26 and mixed with the air in the intake passages 19. The air introduced from below into an air intake pipe 25a adjacent the air introducing pipe 25, is passed from above into the air introducing pipe 25 (Fig. 3). The fuel is supplied from a fuel tank mounted on the ship or boat. Therefore, as shown in Fig. 3, a fuel supply system is disposed on a left portion of the cylinder block 13. This fuel supply system includes a fuel receiving pipe 27, a gas-liquid separator 28, a fuel pump 29, a fuel supply pipe 30, a strainer 75, and a high pressure filter 76 which are connected to the fuel tank mounted on the boat. As shown in Fig. 6, for the right cylinders 16c and 16d (in Fig. 4, for the upper cylinder 16c) exhaust valves 31 are mounted below the intake valves 20 for the cylinders 16a to 16d, respectively, and exhaust passages 32R and 32L are defined in the cylinder head 14. The exhaust passages 32R are connected to the exhaust valve 31 for the right cylinders 16c and 16d, and the exhaust passages 32L are connected to the exhaust valves 31 for the left cylinders 16a and 16b. The exhaust passages 32L and 32R ajoin with each other through a partition wall 71 and in this state, they extend vertically through a widthwise central portion of the cylinder head 14, i.e., through an area between the array of the left cylinders 16a and 16b and the array of the right cylinders 16c and 16d, and are joined at a lower end to open as opening 72 in the lower surface of the cylinder head 14. The intake passages 19 open through openings 73 into the laterally opposite sides of the cylinder head 14, respectively (Fig. 6). Further, a water jacket 74 is formed around the exhaust passages 32L and 32R to surround these exhaust passages, so that exhaust gas is effectively cooled by cooling water flowing through the water jacket 74. A valve operating chamber 33 is formed in the cylinder head 14 at its end face opposite from the cylinder block 13, and a valve operating mechanism for operating the intake and exhaust valves 20 and 31 is located in the valve operating chamber 33. More specifically, as shown in Fig. 6, a cam shaft 34 is disposed centrally in the valve operating chamber 33 to extend vertically. A rocker arm 36a for the intake valve 20 and the rocker arm 36b for the exhaust valve 31 are in engagement with cams 35a and 35b provided on the cam shaft 34. Reference numeral 37 is a rocker arm shaft. The engine 1 is constructed such that the array of the cylinders 16a and 16b and the array of the cylinders 16c and 16d form a V-shape with each other and decrease the angle formed therebetween by defining the cylinders 16a to 16d within the single cylinder block 13. The exhaust passages 32L and 32R each have a simple shape and are centrally provided in the cylinder head 14. The intake passages 19 open into the opposite sides of the cylinder block 13 and are connected to the intake pipres 21a, 21b, 21c and 21d. Moreover, fuel is supplied into the intake passages 19 by the fuel injection nozzle 26. Therefore, the entire engine and particularly, the structure around the cylinder block 13 and the cylinder head 14 is reduced in size and simplified. In addition, the intake passages 19 and the exhaust passages 32L and 32R are disposed in a substantially lateral, symmetric and balanced arrangement in the cylinder head 14, and the lengths of the passages for the left and right cylinder arrays are approximately equal to each other. Therefore, the flow of the intake and exhaust gases are equalized for each of cylinders 16a to 16d, leading to enhanced performance of the engine. Fig. 7 is a vertical sectional view of the engine 1 taken in various sections including an axis of the crankshaft 7, and a section of the cylinder 16c and a section of the cylinder 16b are partially shown. The crankshaft 7 is oriented vertically, as described above, and the cam shaft 34 is disposed parallel to the crankshaft 7 in the valve operating chamber 33 in the cylinder head 14. The crankshaft 7 and the cam shaft 34 project upwardly through the engine body and having pulleys 38 and 39 fixedly mounted at the upper ends of crankshaft 7 and cam shaft 34, respectively. A belt 40 is reeved around the pulleys 38 and 39. Thus, the cam shaft 34 is driven by the crankshaft 7 through the belt 40. Lower surfaces of the cylinder block 13 and the crankcase 12 are opened, with a lower wall being formed by a closing plate 41 for sealingly closing the open portions. A lower end of the crankshaft 7 rotatably projects downwardly through the closing plate 41, and a flywheel 42 is secured to the lower end. The flywheel 42 is a circular dish-like configuration, and a dynamo 43 is incorporated in the flywheel 42. Further, a ring gear 44 is integrally formed around an outer periphery of the flywheel 42. As shown in Fig. 2, a starter motor 45 is mounted on a right area of the cylinder block 13 and an output shaft 46 of the motor 45 projects downward. A driving gear 47 is mounted on the output shaft 46 and meshes with the ring gear 44. When the engine starts, the crankshaft 7 is driven by the starter motor 45. Since the surge tanks 22L and 22R are reduced in size and the intake pipes 21a and 21d are disposed in the upper area as described above, the starter motor 45 is disposed in a space formed on the lower right side below the engine body. The starter motor 45 is disposed at a location substantially above the flywheel 42, so that the output shaft 46 of the motor 45 extends downward from the motor body into an engine mount case 48. The driving gear 47 mounted on the output shaft 46 meshes with the ring gear 44 provided around the outer periphery of the flywheel 42. In the engine 1, the intake pipes 21a to 21d corresponding to the cylinders 16a to 16d are located on laterally opposite sides of the engine body, i.e., the intake pipes 21a and 21b are located on one side and the intake pipes 21c and 21d are located on the other side. Therefore, it is easy to position the intake pipes 21a to 21d and to equalize the effective lengths thereof. The surge tanks 22L and 22R are also located laterally and are of a small size. Therefore, spaces for placement of the auxiliaries are available on the laterally opposite sides of the engine body. Further, the fuel supply system including the gas-liquid separator, and the oil filter 64 are placed in the space available on the left side, while the starter motor 45 is placed in the space available on the right side, thereby providing a good balance. Since the intake pipes 21a to 21d are disposed on the left and right sides of the engine body, and since the oil filter 64 is disposed in the space below the left side intake pipes 21a and 21b, it is possible to utilize the space at the side portion of the engine body to make the engine 1 compact. The location of the auxiliaries is not limited to the above-described locations, and the auxiliaries can be placed in any suitable location by utilizing the spaces available on the opposite sides. Further, since air is supplied through the common throttle body 23 to the surge tanks 22L and 22R, it is not necessary to provide throttle valves in the surge tanks 22L and 22R, respectively. Therefore, each of the surge tanks 22L and 22R is further reduced in size and simplified in structure, leading to a reduced cost. Moreover, since the throttle body 23 is mounted on the lateral center line of the engine, the intake devices are substantially laterally symmetric. Further, the auxiliaries are also substantially laterally symmetric with good balance. Therefore, the engine according to the present invention has a good, balanced configuration with good weight distribution as a whole. The engine is especially suitable to be in a localized place such as the engine compartment in the upper area in the outboard engine structure. The engine mount case 48 is coupled to the lower surfaces of the cylinder block 13 and the crankcase 12 by fastening it to the closing plate 41 using bolts 49 (Figs. 2 and 3). The engine 1 is mounted on the motor case 5 through the engine mount case 48. The engine mount case 48 further extends rearwardly and is also coupled to the lower surface of the cylinder head 14 into which the exhaust passages 32L and 32R open. Inside the motor case 5, an oil pan 50 is fastened at its upper end peripheral edge to the lower surface of the engine mount case 48. The oil pan 50 has an opening 50a in its upper surface. The opening 50a is in communication with the interior of the cylinder block 13 and the crankcase 12 through an oil communication passage 51 defined in the engine mount case 48 and an opening 52 provided in the closing plate 41. Oil accumulated on the closing plate 41 passes through the opening 52 and the oil communication passage 51 and drops from the opening 50a into the oil pan 50. An exhaust passage 54 is defined in a partitioned manner in the oil pan 50 to communicate with a catalytic converter 53 juxtaposed outside the oil pan 50. The exhaust passage 54 is also in communication with the exhaust passages 32L and 32R in the cylinder head 14 through an exhaust passage 55 defined in the engine mount case 48. The oil stored in the oil pan 50 is drawn through a strainer 56 and an intake pipe 57 into an oil pump 58, and supplied from the oil pump 58 to various portions of the engine. As can be seen from Figs. 8 and 9, the oil pump 58 is mounted in the cylinder block 13 at a lower and left location close to the longitudinal center line L. This location corresponds to a position below the cylinder 16b. More specifically, as shown in Fig. 5, the left cylinders 16a and 16b are disposed at a level higher than the right cylinders 16c and 16d. Therefore, a space is created below the cylinder 16b and hence, the oil pump 58 is disposed in this space. The oil pump 58 has a rotor shaft 59 which rotatably projects downwardly through a pump casing 58a. A driven gear 60 is fixedly mounted at a lower end of the rotor shaft 59. This driven gear 60 meshes with an intermediate gear 61 which meshes with a driving gear 62 fixedly mounted on the crankshaft 7. Thus, the oil pump 58 is driven by the crankshaft 7 through the train of the gears 62, 61 and 60. The oil discharged from the oil pump 58 passes through an oil passage 63a to a main bearing of the crankshaft 7 and also through an oil passage 63b to the oil filter 64. The oil filter 64 is positioned to project from the left side of the cylinder block 13 at a location to the rear of the gas-liquid separator 28. The oil passage 63b leads to an oil passage 63c through the oil filter 64, and the oil passage 63c opens into the end face 13b of the cylinder block 13 adjacent the cylinder head 14 (Fig. 5). An oil passage 63d is defined in the cylinder head 14, as shown in Fig. 7. The oil passage 63d is connected to the oil passage 63c in a mating face with the cylinder block and extends to the valve operating chamber 33. Thus, the oil leaving the oil passage 63c passes through the oil passage 63d into the valve operating chamber 33 and through oil passages properly located in the chamber to lubricate required portions to be lubricated, and is then discharged into the valve operating chamber 33. An oil return passage 65a is also provided in the cylinder head 14 for carrying the oil discharged into the valve operating chamber 33 toward the cylinder block 13. The oil return passage 65a opens into the mating face of the cylinder head 14 with the cylinder block (Figs. 6 and 7). An oil return passage 65b also opens into the end face 13b of the cylinder block 13 with the same profile as the oil return passage 65a (Fig. 5). Therefore, when the cylinder block 13 and the cylinder head 14 are coupled to each other, the oil return passages 65a and 65b are interconnected. The oil return passages 65a and 65b are disposed in a space created inside the oil passages 63d and 63c, i.e., below the cylinder 16b adjacent the oil passages 63d and 63c, and are increased in cross-sectional area by effectively utilizing such space. The oil return passage 65b is bent inwardly in the cylinder block 13, as shown in Fig. 9, and opens towards the opening 52 at a location just above the opening 52 (Fig. 7). The oil in a crank chamber is returned through an oil return hole 66 provided in the crankcase 12 and the opening 52 into the oil pan 50, as shown by a dotted line in Fig. 7. One array of cylinders 16a and 16b is positioned in a higher level than the other array of the cylinders 16c and 16d to reduce the size of the engine body, and the oil pump 58 is located in the space created below the cylinder 16b which is disposed at the higher level. Therefore, the entire engine is small in size and compact. In addition, since the oil return passages 65a and 65b are located in the above-described space and sufficiently increased in sectional area, oil lubrication is performed smoothly, leading to an enhanced lubricating performance. The presently disclosed embodiments are to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims, rather than the foregoing description.

Claims: An engine comprising: a cylinder block (13); a plurality of cylinders (16a-16d) located in said cylinder block, said cylinders being oriented horizontally and configured into a V-shape; a vertically oriented crankshaft (7) mounted on said cylinder block (13); and a plurality of intake pipes (21a-21d) divided into two groups which extend along respective opposite side portions of said cylinder block (13), an oil filter (64) for lubricating oil mounted on one of said opposite side portions of said cylinder block (13), wherein one group of said cylinders (16a, 16b) is offset toward a higher side than the other group of cylinders (16c, 16d) and oil pump means (58) for lubricating oil is mounted on the cylinder block (13) and positioned beneath the higher group of cylinders (16a, 16b) on the same side of the cylinder block as said oil filter (64) is disposed, and wherein a single cylinder head (14) common to all cylinders has a valve operating chamber (33) and an oil return passage (65a) is located below said higher group of cylinders (16a, 16b) for returning lubricating oil from said valve operating chamber (33) to said cylinder block (13). An engine according to claim 1, wherein said oil filter (64) is mounted below said intake pipes (21a, 21b).

Inventors: KOISHIKAWA KOUJI, SUZUKI HITOSHI, TSUNODA MASAKI, KOISHIKAWA, KOUJI, SUZUKI, HITOSHI, TSUNODA, MASAKI, KOISHIKAWA, KOUJI, C/O K K HONDA GIJUTSU KENKYUSHO, SUZUKI, HITOSHI, C/O K K HONDA GIJUTSU KENKYUSHO, TSUNODA, MASAKI, C/O K K HONDA GIJUTSU KENKYUSHO
Applicants: HONDA MOTOR CO LTD, HONDA GIKEN KOGYO KABUSHIKI KAISHA
Application year: 1994
Main classification: F02B75
IPC codes: F02M35, F02F7, F02B75, F02B61